Signal system.



G. BROWN.

SIGNAL SYSTEM.

APPLICATION FILED 111111.29, 1911.

1,131,770, Patented Mar.16,1915.

2 SHEBTS-SHEIBT 1- IIIIIIIIIII'IIIIII/I' il l'frless es [/7 we]: f0)

THE NORRIS FEILR: 0.1.. PHOTOYLITHOU WASHINGTON. D. 4

G. BROWN.

SIGNAL SYSTEM.

APPLICATION FILED 111111.29, 1911.

Patented Mar. 16, 1915.

2 SHEETSSHEET 2.

THE NORRIS PETERS C0,,PHOTO-L. 0, WASHINGTON. D. :1

STATES rnn r anion.

GEORGE BROWN, OF SARNIA, ONTARIO, CANADA, ASSIGNOR TO BROWN AUTOMATIC INDICATOR COMPANY, OF PORT HURON, MICHIGAN, A CORPORATION OF MICHIGAN.

SIGNAL SYSTEM.

App1ication filed March 29, 1911.

To all whom it may concern:

Be it known that I, GEORGE BRowN, a subject of the King of Great Britain and Ireland, residing at Sarnia, in the countyof Lambton and Province of Ontario, Dominion of Canada, have invented certain new and useful Improvements in Signal Systerns, of which the following is a spec1fica tion, reference being had therein to the accompanying drawings. 7

The invention relates to signal systems, more particularly designed for use on boats for communication between the pilot and the engineer, and of that type known as return signal systems. Withsuch, when a signal is received by the engineer a return signal is operated by him, which informs the pilot that his orders are understood. With some systems this return signal is automatically sent by the actual execution of the order, such for instance as the stopping, starting or reversing of the engine, so that the pilot is at once informed whether or not the order is properly executed. There is, however, one further possibility OfIIllS- take, which is that the engineer may 1naclvertently wrongly execute an order Without being aware of the fact, and in some cases there may not be time for the pilot to send another signal.

It is the object of the present invention to eliminate this source of danger by a construction in which the improper executlon of a signaled order will instantly sound an alarm informing the engineer of his mistake. This is accomplished by the construction as hereinafter set forth.

In the drawings,-Figure l is a diagrammatic View illustrating my improved sig nal system; and Fig. 2 is a similar view showing a modified construction.

My invention is applicable to various con structions of signal system, but as shown the means employed for signaling from the bridge or pilot houses to the engine room is a mechanically operated rod or cable actuating a bell, whistle, or other signal for the engineer. The return signal shown is automatically operated by the adjustment of the reversing lever of the engine, and consists of two gages A A, one operated when the engine is running forward and theother when it is reversed, and each indicating the steam pressure. These gages receive steam through conduits B B con- Specification of Letters Patent.

Patented Mar. 16, 1915.

Serial No. 617,582.

trolled by a valve C which is actuated by a rod D connected with the reversing lever D of the engine, and the arrangement is such that in one position of said reversing lever the valve C is adjusted to admit steam to the gage A, while in another position steam is admitted to the gage r The danger signal is controlled by the peculiar combination between this return signal apparatus and the main signal device actuated by the captain or the pilot, and the construction is such that the correct execution of an order given will not sound the alarm, but any lack of correspondence be tween the order given and its execution will at once cause the alarm to be given.

In detail, E is a section of the rod or wire leading from the bridge or pilot house to the engine room, and which actuates the engine room signal F. Upon this rod is mounted an insulator block G, with electric contacts H 1 thereon longitudinally spaced from each other and also out of alinement.

J J J J are contact devices which are secured to a suitable stationary insulator support (not shown), and are arranged upon opposite sides of the block G and respectively in alinement with the metallic contact members H 1. Thus, when the rod or wire E is in a neutral position, the con tacts J J J J 3 will bear upon the insulator G in the space between the metallic bridge contacts H I, but where the rod or wire E is adjusted to be upon either side of this neutral position one or the other of the metallic contacts H I will be brought into connection with the corresponding contacts J J J and J and will form a bridge connection between the same. These bridge connections are respectively included in branches of an electric alarm circuit K having a bell L or other alarm device therein, but the alarm circuit is further controlled by circuit closers arranged in each branch of the circuit and actuated by the return signal mechanism.

The means employed for controlling the second circuit closers M M consists in motors N N formed by pistons O O in cylinders P P which are connected to the conduits B B. The pistons O 0 respectively actuate the movable contact member Q, Q of the electric switches M M, and springs R R normally hold said pistons in a posi tion where the switches are open. lVhen,

however, steam is admitted into either one of the conduits B B it will pass to the cor responding cylinder, causing an actuation of the piston, which will close the corresponding switch.

With the construction as described, in operation whenever a signal is given by the pilot to the engineer, the rod E will be shifted in position, and if the signal is ahead the bridge contact 11 will be introduced between the contacts J J. While the parts remain in this position the engineer is supposed to execute the order, and if this is correctly done the engine will be operated to propel the boat ahead. At the same time steam will be admitted through the conduit B to the indicating gage A and also to the cylinder P, Where it will actuate the piston O and close the electric switch M. This will not, however, sound the alarm, as the electric switch M is in one branch of the alarm circuit K and the bridge connection His in the other branch of said circuit, and consequently the circuit is not closed. In like manner, if the signal given is astern, the bridge contact I will be interposed between the contacts J J and if the order is properly executed the piston 0 will be actuated to close the switch M. Here again, the two closed switches are in different branches of the electric alarm circuit, and the alarm will not be sounded. To sound the alarm, there must be a lack of correspondence between the order given and that executed, as for instance if the order is ahead and the engine is adjusted to reverse this will close the two brakes in the same branch of the electric circuit K and instantaneously the alarm will be sounded. The same result will be pro duced by adjusting the engine to go forward.

when the signal given was astern.

It, will be understood that various modifications of the specific arrangement of electric circuits, circuit-closing devices, etc. may

" be made without departing from the spirit of my invention.

In Fig. 2 I have shown a modified construction in which the electrical devices are dispensed with and the alarm is sounded by purely mechanical means. With this construction, eachv of the steam conduits B and B" is provided with a branch or extension leading to a three-way valve S. This valve is also connected to be mechanically operated from the rod E through suitable means such as the link T and lever U.

V is a whistle or other alarm device connected to be operated by steam from the valve S. The arrangement is such that when ever the engine control mechanism is adjusted in correspondence with the adjustment of the rod E, the valve S will be turned so as to close communication with the particular conduit B or B in which steam is admitted. On the other hand, if there is a failure of correspondence between the adustment of the engine controlling means.

and the rod E, the valve S will open connection between the conduit B or B in which steam is admitted, and the whistle V thereby sounding th alarm.

What I claim as my invention,-

1. The combination with mechanical sigand fluid pressure mechanism including fluid pressure supply, a pair of fluid-pressure conduits, and a valve operatively connected with the reversing gear and controlling the supply of fluid pressure from said fluid pressure supply to said conduits.

2. The combination with mechanical signal order sending means, and controlling mechanism to execute the orders indicated by the signal order sending means, of a clan ger signal, means for actuating the same, a return signal, means for actuating the return signal, a device operatively connected with the mechanical signal order sending means, and a second device operatively connected with the controlling mechanism of the apparatus, said devices acting to govern the signal actuating means to actuate the danger signal only when the controlling mechanism for the apparatus is operated inconsistently with the signal order sending means, said second device also acting to control the means for operating the return signal.

3. T he combination with mechanical signal order sending means and a reversing gear, of a danger signal, a fluid pressure actuated return signal, means for actuating the danger signal, a device operatively connected with the mechanical signal order sending means, a fluid pressure actuated device, a fluid pressure supply, a Valve connected with the reversing gear and controlling the supplv of fluid pressure from said supply to the said fluid pressure actuated device and to the fluid pressure actuated return signal, the first mentioned device and the fluid pressure actuated device governing the operation of the danger signal actuating means to actuate the danger signal when the reversing gear is operated inconsistently with the mechanical signal order sending means.

4. The combination with mechanical signal order sending means and a reversing gear, of a danger signal, a plurality of steam pressure return signal gages, a device operatively connected with the mechanical signal order sending means, a fluid pressure actuated device, fluid pressure conduits leading to the fluid pressure actuated device, a branch conduit leading from each of said first mentioned conduits to one of the steam pressure return signal gages, a valve connected with the reversing gear and controlling the admission of engine pressure to said first mentioned conduits and the branch conduits, the first mentioned device and the 10 fluid pressure actuated device governing the danger signal actuating means to actuate the danger signal when the reversing lever is operated inconsistently with the mechanical signal order sending means.

In testimony whereof I aflix my signature 15 in presence of two witnesses.

GEORGE BROWN. Witnesses:

JAMES P. BARRY, WILLIAM PAGEL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0." 

